Integrated power transmission drive and method

ABSTRACT

The invention is an improved power transmission drive, for an internal combustion engine. The drive is of the type having a flexible link medium for transmitting power between a crankshaft of said internal combustion engine and drive components not associated with a primary purpose of the internal combustion engine. The drive is improved by the inclusion of a drive frame, a camshaft sprocket releasably mounted upon the drive frame, a crankshaft drive-wheel releasably mounted upon the drive frame, an engine accessory mounted upon the drive frame, an accessory drive-wheel mounted upon a shaft of the engine accessory, and the camshaft sprocket, the crankshaft drive-wheel, and the accessory drive-wheel each entrained by the flexible link medium.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to U.S. Provisional Patent ApplicationSer. No. 60/210,199 filed Jun. 8, 2000 and entitled INTEGRATED POWERTRANSMISSION DRIVE AND METHOD. The subject matter of this application isincorporated herein by this reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

This invention relates generally to flexible link power transmissiondrives associated with internal combustion engine camshafts andaccessories and the mounting therefor. More particularly, this inventionrelates to the integration of these flexible link drives to facilitateimproved space efficiency and improved engine assembly. Specifically,this invention relates to integrating the flexible link powertransmission drives and accessories associated with automotive internalcombustion engines into a unit separable from an associated engine and amethod for its use.

2. Description of the Prior Art

Internal combustion engines commonly require a portion of the mechanicalpower, available at their crankshafts, to be transmitted to devices notassociated with primary purposes of the engines. Such primary purposesinclude providing the motive force for a vehicle or supplying power tobe converted to electrical or hydraulic power in stationaryapplications. Some of these devices are commonly referred to as engineaccessories or auxiliaries. Among these accessories are devices thatperform functions necessary for the sustained operation of the engine.These include oil pumps to supply engine oil pressure, fuel pumps topressurize the fuel supplied to carburetor or fuel injection systems,superchargers to increase manifold pressure, magnetos, generators oralternators to supply ignition spark, and water pumps to cause thecirculation of coolant through engine cooling systems.

There are also accessories that perform functions not associated witheither primary purposes of the engines or sustained operation of theengines. Examples of these include power steering pumps to pressurizepower assisted steering units, generators or alternators to provideelectrical power for vehicle electrical systems, not including ignitionsystems, vacuum pumps for the distribution of power to certain vehiclesystems, and air conditioning compressors.

The crankshaft's mechanical power frequently must also be tapped tooperate valves that control the flow of engine gases. Typically thisincludes the synchronous transmission of power from the crankshaft toone or more camshafts, which causes the valves to operate in a timedmanner.

For all but the simplest of engines, either gear driven or flexible linkdriven power transmission systems have been used to power engineaccessories and valve trains. Flexible link power transmission systemsinclude those incorporating asynchronous power transmission belting,synchronous power transmission belting, and chain.

Gear driven systems, or gear trains, allow limited flexibility in thelayout of the drive and in the geometrical relationships of theaccessories, the camshafts, and the crankshafts, to each other. Thegears must be held in strict relationship to each other, in terms ofaxial alignment and separation, and planar alignment. Also, there is alimited overall geometry available for varying the arrangement of powertakeoff points in relation to the crankshaft. Gear trains also tend togenerate excessive unwanted noise. Further, such gear trains generallyrequire access to engine lubrication. However, gear trains can becapable of delivering substantial power over a wide range of rotationalspeeds. Accordingly, gear trains have found their greatest acceptancefor use in large heavy-duty engine applications, especially of thecompression ignition type, such as for large trucks.

Such a gear train generally requires multiple idler gears which mustalso be mounted on the engine, thereby further complicating the problemof providing proper support and drive to the valve train and engineaccessories. Due to the rotational speed at which the engine valvetrains and accessories must be driven and the rather high torquerequirements of such valve trains and accessories, the individual gearsmaking up the drive train must be of high precision. The performancecapability of such high quality gearing may not be fully realized unlesseach gear making up the drive train is very carefully positioned toprovide proper gear lash between the meshing gear teeth. Failure toachieve optimum gear lash can result in severe damage to the gear teethrequiring a costly and time-consuming overhaul of the gear train.

Attempts to accommodate the above noted limitations and requirementshave spawned a variety of mounting approaches. For example, in someengines, the accessory drive gears are mounted directly on the enginecylinder block. However, mounting the gears directly on the cylinderblock requires the machining of bores in the block to receive the shaftsof the accessory and idler gears. Further, these bores must be preciselyspaced relative to the crankshaft, the camshaft and each other. An errorin machining even one bore could result in an unusable cylinder block,which must be discarded at considerable expense. Even when the bores arepositioned correctly, separate alignment apparatus is required toachieve proper gear lash.

Another approach is to build a framework upon which to mount all of thegears of a gear train, including the crankshaft gear, the accessorygears, and the camshaft gear and to assemble all of these as a unit. Theunit may then be mounted upon the cylinder block. This allows theassembly and maintenance of the gears in the strict relationshipsrequired and eliminates the need to precision machine bores directly inthe cylinder block. Gear shaft receiving bores must still be positionedprecisely on the framework. However, if a machining error is made onlythe framework is rendered unusable. The cost to the manufacturer ofdiscarding an incorrectly bored framework is significantly less than thecost of discarding an incorrectly bored engine cylinder block.

Further, the piecemeal removal and replacement of accessories and theirassociated gears is highly impractical due to the gear trainrequirements described above. This has led to the mounting of certainaccessories upon the framework. U.S. Pat. No. 1,647,434, to Chorltondescribes such an arrangement.

Flexible link power transmission systems driving accessories and valvetrains are not faced with these limitations and requirements. The needfor precision placement of idler gears, drive gears, or accessories isgreatly reduced. The accessories and camshafts can be placed over asubstantially wider range of locations. The lack of gear train precisionrequirements makes piecemeal removal and replacement of accessoriesfeasible. Also, flexible link transmissions, particularly thoseemploying power transmission belting, tend to be quieter.

These qualities have led to flexible link power transmissions, topredominate in driving accessories and valve trains, in automotiveengine applications. Currently, the most common set-up is for eachaccessory to be mounted upon separate mounting points or brackets, uponthe engine cylinder block or cylinder head. Then, one or moreasynchronous power transmission belts span from a crankshaft drive-wheelto each drive-wheel associated with each accessory. The drive-wheelsassociated with asynchronous power transmission belts are pulleys orsheaves. It is also common for tensioners to be mounted separately uponthe cylinder blocks to provide tension upon the belts to facilitateproper operation of the power transmission drives.

Commonly, the camshafts are placed in the cylinder heads of the engines.A drive-wheel is attached to the camshaft. An additional flexible linkthen spans from a crankshaft drive-wheel to the camshaft drive-wheel.Due to the need for synchronous operation of the camshaft with thecrankshaft, the flexible link will be either a synchronous powertransmission belt or a chain. In either event, the drive-wheels for boththe crankshaft and the camshaft are sprockets. As with the accessorydrives, the camshaft drives also employee tensioners mounted directlyupon the cylinder blocks or heads to tension the flexible links tofacilitate proper operation of the drives. Generally, a flexible linkcamshaft drive is enshrouded by the cooperation of a front face of theengine and a front engine cover. This protects the drive from certainenvironmental influences, such as dirt, debris, and water.

A substitute for mounting each accessory upon separate brackets has beento include mounting points for accessories as part of the front cover.U.S. Pat. No. 5,692,466 to Hausmann et al. describes such an approach.This approach is stated to have the advantages that: 1) the accessorysupport brackets usually used can be omitted resulting in a reduction ofcost and weight; 2) it provides mounting stiffness resulting in goodreaction force transmission to the accessories; 3) the resonancefrequency of the camshaft drive cover is increased which greatly reducesvibration of the accessories and decreases engine noise during engineoperation; and, 4) the cast structure for the front face of the enginecylinder block is simplified. Hausmann does not mention or suggest thatthe accessories can be first mounted upon the cover, followed bymounting the combination of the cover and accessories being mounted uponthe cylinder block.

Yet another approach has been to provide a unitary mounting bracket forthe engine accessories. Some portion of all accessories associated withany given engine are collected and mounted upon the bracket. The bracketand those accessories are then mounted as a unit upon the engine'scylinder block. The pulley for the crankshaft is mounted upon thecrankshaft in a separate operation. Once these are completed, then thepower transmission belt is installed about the pulleys. This approachapparently sought to derive the benefits of an improved assembly methodwhereby the number of steps necessary to the operation of a mainassembly line were reduced and of a reduced inventory list.

However, none of these approaches individually, or in combination, haverealized the full benefits available to a highly integrated flexiblelink power transmission system, of the present invention. Those benefitsinclude a further reduction in the number of main assembly line stepsand an additional reduction of inventory parts. Importantly, the presentinvention provides the opportunity for improved control over thealignment of the drive-wheels, giving rise to improved noise and wearcharacteristics for the flexible link. This improved control alsoprovides the opportunity to tighten dimensional tolerances and thusprovide more compact drives. Synchronous drives require clean and, inthe case of chain drives, well-lubricated environments to producesatisfactory results. The present invention provides the further benefitof allowing improved encapsulation of the synchronous portion of thedrive, associated with the camshaft, and thereby reducing the intrusionof foreign matter and the leakage of lubricant.

All of these benefits are very desirable to the automotivemanufacturers. They cut assembly costs. They allow the power plant to besmaller, which in turn allows a smaller engine compartment, which can betraded for more interior room for a given size automobile. The resultingnoise and wear reduction leads to improved consumer perception ofquality and acceptance, and reduced warranty returns.

Accordingly, there remains the need for a highly integrated flexiblelink power transmission system that incorporates an engine drive framewhereupon: all or substantially all accessories, including associateddrive-wheels, are pre-assembled; all other drive-wheels are affixed inpreparation for final mounting upon the engine; the accessory drive ordrives are configured including placement of the flexible links upon thedrive-wheels; the camshaft drive, whether separate from or part of theaccessory drive, are configured including placement of the flexible linkabout the sprockets; and where improved environmental protection to thecamshaft drive is provided.

SUMMARY OF THE INVENTION

The present invention has as an object the provision of a flexible linkpower transmission system that provides a reduction in the number ofmain assembly line steps and a reduction of inventory parts.

The present invention has the further object of providing theopportunity for improved control over the alignment of the drive-wheels,giving rise to improved noise and wear characteristics for the flexiblelink and more compact drives.

The present invention has the further object of allowing improvedencapsulation of the synchronous portion of the drive, associated withthe camshaft.

To achieve the foregoing and other objects in accordance with thepurpose of the present invention, as embodied and broadly describedherein, an integrated power transmission drive and method is disclosedherein. The invention is an improved power transmission drive, for aninternal combustion engine. The drive is of the type having a flexiblelink medium for transmitting power between a crankshaft of the internalcombustion engine and drive components not associated with a primarypurpose of the internal combustion engine. The drive is improved by theinclusion of a drive frame, a camshaft sprocket releasably mounted uponthe drive frame, a crankshaft drive-wheel releasably mounted upon thedrive frame, an engine accessory mounted upon the drive frame, anaccessory drive-wheel mounted upon a shaft of the engine accessory, andthe camshaft sprocket, the crankshaft drive-wheel, and the accessorydrive-wheel each entrained by the flexible link medium.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings, which are incorporated in and form part ofthe specification in which like numerals designate like parts,illustrate preferred embodiments of the present invention and togetherwith the description, serve to explain the principals of the invention.In the drawings:

FIG. 1 depicts a prior art accessory drive configuration.

FIG. 2 depicts a prior art dual overhead cam drive system.

FIG. 3 is an elevation of the engine drive module frame.

FIG. 4 is a section on the line 4—4 of FIG. 7.

FIG. 5 is an elevation of the engine drive module frame showing thecamshaft drive.

FIG. 6 is a detail depicting the camshaft sprocket indexed.

FIG. 7 is an elevation of the engine drive module frame with camshaftdrive cover installed.

FIG. 8 is an elevation of the engine drive module frame with camshaftdrive cover and accessories installed.

FIG. 9 is a rear elevation of the installation of a supplementalbracket.

FIG. 10 is a side elevation of the installation of a supplementalbracket.

FIG. 11 is a side elevation of the supplemental bracket.

FIG. 12 is a side elevation of the installation of a supplementalbracket.

FIG. 13 is a detail of the crankshaft drive wheel including a torsionalvibration damper assembled on the drive frame and the crankshaft.

FIG. 14 depicts an alternate embodiment having an alternator-starterdriven by a synchronous belt.

FIG. 15 depicts an alternate embodiment comprising a fuel injection pumpcomponent.

FIG. 16 is a side cross-sectional view of the alternator-starter.

FIG. 17 is a side cross-sectional view of the fuel injection pump.

FIG. 18 is a front elevation view showing a power assisted steering pumpfluid reservoir.

FIG. 19 depicts a perspective view of a lifting frame.

FIG. 20 depicts a side cross-sectional view of the alignment frame forengine assembly.

FIG. 21 is a front elevation view of an engine having a drive torquecontrol link.

FIG. 22 is a side cross-sectional view of an alternate embodimentincluding an oil gallery.

FIG. 23 is a front view of an alternate embodiment including an oilgallery.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

A configuration now commonly found for accessory drives is depicted onFIG. 1. An in-line four cylinder internal combustion engine 10 is shownfrom the front with accessories attached. The accessories includealternator 12, air conditioning compressor 14, and power steering pump16. An alternator-starter or generator-starter can also be used in placeof alternator 12. Associated with each of the accessories are alternatorpulley 18, air conditioning pulley 20, and power steering pump pulley22, respectively. The crankshaft 24 (FIG. 2) has a pulley 26, with firstpulley portion 28 and second pulley portion 30, mounted thereupon. Firsttensioner 34 biases first tensioner pulley 42 against first powertransmission belt 32. The first power transmission belt 32 is trainedabout, or circumjacent to, power steering pump pulley 22, first pulleyportion 28, and first tensioner pulley 42. First belt 32 is deflected byfirst tensioner pulley 42, and is thereby tensioned upon pulleys 22 and26. A second tensioner 38 biases second tensioner pulley 40 to deflectsecond power transmission belt 36. Said second belt 36 is trained aboutpulleys 18, 20, and 40 and second pulley portion 30. First and secondbelts 32 and 36 are asynchronous, and commonly of the v-ribbed type.Also depicted is engine front cover 44.

A common dual overhead cam drive system is depicted in FIG. 2. Internalcombustion engine 10 is shown to have two camshafts 46. Upon thecamshafts are sprockets 50. Crankshaft 24 has crankshaft sprocket 54mounted thereupon. In addition to driving the camshafts, the systemdepicted also drives water pump 56 via associated water pump sprocket58. The system is tensioned by synchronous tensioner 60 biasingsynchronous tensioner pulley 62 against synchronous power transmissionbelt 48.

Today's common assembly practice is for camshaft sprockets 50,synchronous tensioner 60 (including pulley 62), water pump 56 (includingsprocket 58) and crankshaft sprocket 54 to be assembled upon engine 10when it arrives at the appointed station or stations on the mainassembly line. Later on the main assembly line, the synchronous powertransmission belt 48 is trained about sprockets 50, 54, and 58, andpulley 62. Front engine cover 44 is sealingly placed upon engine 10.Still on the main assembly line, crankshaft pulley 26, alternator 12,air conditioning compressor 14, power steering pump 16, first tensioner34, and second tensioner 38, are mounted upon engine 10. Alternator 12,air conditioning compressor 14, power steering pump 16, first tensioner34, and second tensioner 38 are normally pre-equipped with associatedpulleys 18, 20, 22, 42, and 40, respectively. After all of theforegoing, power transmission belts 32 and 36 are trained about orplaced circumjacent to pulleys 18, 20, 22, 26, 40, and 42.

The instant invention eliminates most or all of these assembly stepsfrom the main assembly line with the benefits of improving reliabilityof the most critical assembly path in the manufacture of automobiles andof reducing overall assembly cost by placing these steps into, one ormore, less critical assembly paths. It does so through the provision ofan engine drive frame, or an enhanced front engine cover, adapted tofulfill many functions, in a single article of manufacture that formspart of a drive system module, which heretofore have been spread overnumerous other parts and pieces. Further, it performs functions, to makeassembly processes more cost efficient, previously unavailable,including the releasable and/or rotatable mounting upon the frame, ofdrive-wheels such as pulleys, sheaves, synchronous belt or chainsprockets or even drive-wheels with a combination of thesecharacteristics.

Referring to FIGS. 3 and 4, the frame 64 of a preferred embodiment isdepicted schematically. In general form, it comprises a base plate 66reinforced by stiffeners 68. The actual configuration of stiffeners 68will vary according to the specific application. Perimeter wall 74extends from a substantial portion of the perimeter of base plate 66 andin substantial conformance to the shape of the front of engine 10,specifically the front shape of the combination of cylinder head 70 andcylinder block 72. The shape of base plate 66 accommodates the shape ofthe front of engine 10 to create a mating relationship between baseplate 66 and the front of engine 10. Frame 64 includes receiving areasfor mounting or otherwise receiving accessories, tensioners,drive-wheels, and engine shafts. There are camshaft and sprocketreceiving areas 76. Attachment ends 84 of camshafts 46 protrude throughthese areas when frame 64 is mounted upon engine 10. The outerperimeters of camshaft and sprocket receiving areas 76 are sprocketretainers 78. As can more clearly be seen in FIGS. 4 and 6, retainers 78are hollow frustums whose outer surfaces 80 correspond closely to theinside surfaces 82 of camshaft sprockets 50. This correspondence createsa releasable fit, whereby camshaft sprockets 50 can be lightly pressedupon retainers 78 and held in place awaiting assembly of the completedmodule upon engine 10. After sprockets 50 have been releasably mountedupon retainers 78, the act of mounting frame 64 upon engine 10 pressesattachment ends 84 into mating relationship with sprockets 50 and forcessprockets 50 to be released from retainers 78. The tightening offastener 86 completes the mounting of camshaft sprockets 50 uponcamshafts 46.

As mentioned, retainers 78 in this preferred embodiment are of the formof hollow frustums. Other shapes and techniques, while not depicted, arealso envisioned. They include segmented hollow frustums, posts, or pinsadapted to either wholly or partially mate-up with inside surfaces 82.Outer surfaces 80 of each of the retainers mentioned can includenotches, ridges or other textures adapted to cooperate with insidesurfaces 82 to modify the forces required to release sprockets 50 fromretainers 78. Likewise, inside surfaces 82 can be textured for the samepurpose. Adhesive can be added between surfaces 80 and 82. Further,adhesive can be placed between sprocket 50 and base plate 66 at a pointof contact between them to form retainer 78.

FIGS. 5 and 6 depict alignment holes 88 on camshaft sprockets 50. Asshown, this preferred embodiment includes alignment clip 90 havinghandle 92 and alignment pins 94. Integral to sprocket retainer 50 arepin receivers 96. When cam sprockets 50 are releasably mounted uponsprocket retainers 78 and alignment clip 90 is placed with alignmentpins 94 through alignment holes 88 and inserted into pin receivers 96,rotational orientation of camshaft sprockets 50 becomes fixed. Therotational relationship of crankshaft 24 and camshafts 46 are criticalto the proper operation of engine 10. The fixing of camshaft sprockets50 upon frame 64, in conjunction with the keying of camshaft sprockets50 with camshafts 46 establishes a point of reference by whichcrankshaft 24 and crankshaft sprocket 54 can be rotationally aligned toestablish the critical relationship between camshafts 46 and crankshaft24.

An additional approach, not depicted, that both releasably retainscamshaft sprockets 50 and fixes their rotational orientation is toincorporate additional pin receivers 96 in alignment with alignmentholes 88 not used in the described preferred embodiment. Then all fourpin receivers 96 can be threaded. The final step is to screw fastenersthrough alignment holes 88 and into pin receivers 96, leaving thefasteners loose enough to allow camshaft sprockets 50 to seek properaxial alignment upon their mounting on camshafts 46. After the frame 64is mounted upon engine 10, the fasteners can be removed to releasecamshaft sprockets 50.

It is contemplated that alignment holes 88 can be eliminated by the useof a simple molded device that simply slips into the gap between the twocam sprockets 50 and engages the teeth of cam sprockets 50. Thisapproach does not apply to single cam engines.

It is also contemplated that camshaft sprockets 50 can be rotatablyretained by journaling camshaft sprocket 50 at the interfaces of journalsupports 98 and camshaft sprocket hubs 100. This configuration stilluses alignment clip 90 to fix rotational orientation of camshaftsprockets 50. For such an embodiment, sprocket retainers 78 are absentand the journaling must be loose to accommodate some lateral movement ofcam sprocket 50 when being separably mounted upon camshaft 46.

Referring to FIG. 3, frame 64 also includes synchronous tensionermounting point 102, water pump mounting point 104, power steering pumpmounting point 106, alternator mounting point 108, idler mounting point110, serpentine belt tensioner mounting point 112, air conditionercompressor mounting point 114, and crankshaft receiving area 116. Aplurality of mounting holes 118 are located along perimeter wall 74 forfastening cam drive cover 130, depicted on FIGS. 7 and 8, to frame 64.This preferred embodiment includes motor mounting bracket 120 forsupporting engine 10 from the front. Accordingly, stiffening posts 122with pass-through holes 124 are provided to strengthen the connectionbetween engine 10 and motor mounting bracket 120. However, manyapplications will not include mounting bracket 120.

Referring to FIG. 13, the releasable mounting configuration ofcrankshaft pulley 126 is depicted. Pulley hub 132 has retaining groove134 that encircles hub 132 near the point of contact between hub 132 andcrankshaft sprocket 54. Groove 134 cooperates with first protrusion 136formed on the lower portion of cam drive cover 130 and second protrusion138 formed on a portion of perimeter wall 74 proximate groove 134, toloosely hold pulley 126 in place. For certain application, firstprotrusion 136 will adequately retain crankshaft pulley 126, eliminatingthe need for second protrusion 138. In the depicted preferredembodiment, of this figure, pulley 126 is a torsional vibration damper.Thus, pulley 126 includes inertia ring 140 and rubber insert 142.

In the depicted embodiment, the engine oil pump 144 is affixed to baseplate 66. Pump 144 includes pump body 146 and pump rotor 148. Rotor 148is driven directly by crankshaft 24, and is in mechanical communicationwith the synchronous camshaft drive including synchronous powertransmission belt 48, camshaft sprockets 50, crankshaft sprocket 54,synchronous tensioner 60, synchronous tensioner pulley 62, water pump56, and water pump sprocket 58. Water pump sprocket 58 can also be apulley driven by the other side of belt 48. Further, water pump 56 canbe alternately driven by asynchronous power transmission belt 98, ordirectly driven in a manner similar to the depicted oil pump 144.Likewise, the oil pump 144 can be driven by the synchronous powertransmission belt 49 or the asynchronous power transmission belt 98.Crankshaft nose oil seal 150 seals the interface of pump body 146 andsprocket 54.

In practice frame 64 is provided. Camshaft sprockets 50 are releasablyor rotatably mounted at camshaft sprocket receiving areas 76 aspreviously described. Water pump 56 and associated sprocket 58 aremounted at water pump mounting point 104. Synchronous tensioner 60 andassociated pulley 62 are mounted at synchronous tensioner mounting point102. Oil pump 144 is mounted at crankshaft receiving area 116. Forapplications requiring synchronous fuel pump operation, such as forcompression ignition engines, the fuel pump can be mounted on base plate66 at an appropriate location to be driven by synchronous powertransmission belt 48. The combination of crankshaft pulley 126 andcrankshaft sprocket 54 are provided. These can be separately supplieditems or an integral unit.

Additionally, it is contemplated that the asynchronous drive can includemore than one asynchronous power transmission belt, depending upon theapplication. In this preferred embodiment, both synchronous powertransmission belt 48 and asynchronous power transmission belt 98, formpart of a flexible link power transmission medium. For thoseapplications requiring more than one synchronous or more than oneasynchronous power transmission belt, all such belts form the flexiblelink power transmission medium. Where any of the foregoing belts arereplaced by chain, the chain, or the chain and belt combination form theflexible link power transmission medium.

Synchronous power transmission belt 48 is provided and trained aboutsprockets 50, 54, and 58, and pulley 62. Alignment clip 90 is insertedthrough alignment holes 88 and pin receivers 96. When camshaft sprockets50 are rotationally fixed by insertion of clip 90, as described above,training of synchronous power transmission belt 48 rotationally fixescrankshaft sprocket 54. Retaining groove 134 is matched to secondprotrusion 138. Cam drive cover 130 is then fitted upon frame 64 atperimeter wall 74. Initially, first protrusion 136 is matched toretaining groove 134. This results in cam drive cover 130 being angledtoward retaining groove 134. This act captures pulley 126 and sprocket54 between first and second protrusions 136 and 138, respectively. Camdrive cover 130 is then mated with perimeter wall 74 and fastenedthereto by fasteners (not depicted) being inserted and tightened intoframe mounting holes 118. This stage of assembly is depicted in FIG. 7.

Alternator 12, air conditioning compressor 14, power steering pump 16are supplied with associated pulleys 18, 20, and 22, respectively,mounted thereon. Serpentine belt tensioner 152 and pulley 154, and idlerpulley 156 are also supplied. Each are mounted at mounting points 108,114, 106, 112, and 110, respectively. Asynchronous power transmissionbelt 48 is then trained about pulleys 18, 20, 126, 22, and 154 withserpentine belt tensioner 152 cocked to allow placement of belt 48.

The assembled drive module is depicted in FIG. 8. It is now in conditionto be mounted upon engine 10, as a unit. It is affixed to engine 10 byinsertion of mounting bolts 158 through holes 122 and tightening intomatching threaded holes (not depicted) in cylinder block 72. Camsprocket fasteners 86 and crankshaft mounting bolt 128 are inserted andtightened. Camshaft fastener access plugs 160 are placed in cam drivecover 130 over fasteners 86. Alignment clip 90 is removed.

Everything except mounting of drive module 52 to engine 10 willordinarily occur in an assembly line other than the main automotiveassembly line. Only affixing drive module 52 to engine 10 will normallybe completed on either an engine assembly line or the main automotiveassembly line.

In the preferred embodiment, the tightening of fasteners 86 and removalof clip 90 lifts camshaft sprockets 50 off of sprocket retainers 78 andallows camshaft sprockets 50 to rotate in concert with camshafts 46.Tightening of crankshaft mounting bolt 128 lifts retaining groove 134away from first and second protrusions 136 and 138, allowing crankshaftpulley 126 and crankshaft sprocket 54 to rotate in concert withcrankshaft 24. Tensioner 152 is then released to its operating position.The tensioner 152 can only be released after drive module 52 isseparably mounted on engine 10, otherwise crankshaft pulley 126 will beloaded and pulled over into a jammed position, which will preventassembly.

The drive module 52 is now separably affixed to engine 10. That is, byremoving fasteners 86,and bolts 128 and 158, the drive module 52 and allof its constituent part can be separated from engine 10. This is truewhether sprockets 50 or 54 or pulley 126 are each releasably orrotatably mounted.

It is contemplated that for certain applications additional support ofaccessories may be required. FIGS. 9 through 12 depict supplementalbracket 162. Bracket 162 is placed between accessories 12 and 14, andengine 10, and bolted to each.

To this point, mounting of drive module 52 to the front of engine 10 hasbeen discussed. It is contemplated that various mounting locations onengine 10 can be accommodated depending upon the configuration of engine10 and associated power take-off points and accessories. Drive module 52is also applicable to various internal combustion engine applicationsbeyond automotive. These include those for trucks, off-road equipment,aircraft, and stationary power sources applications.

A chain can be used in place of synchronous power transmission belt 48.In such a case, sprockets 50 and 54 would be shaped appropriately forchain and synchronous tensioner 60 would commonly include a slide inplace of pulley 62. A chain can also replace asynchronous powertransmission belt 98. In such instance, sprockets would also replacepulleys 18, 20, 22, 126, 154, and 156.

FIG. 14 depicts an alternate embodiment having an alternator-starter 201driven by a synchronous belt 480. In this embodiment, alternator-starter201 is mounted to frame 640 at mounting point 200 using fasteners 210.Frame 640 is substantially similar to frame 64 as described elsewhereherein, except for the additional alternator-starter mounting point. Inaddition to alternator-starter 201, this embodiment may also include anycombination of alternator-starter 201 with the other accessories aspreviously described in this specification.

Alternator-starter 201 is driven by synchronous power transmission belt480. Belt 480 is engaged with alternator-starter sprocket 202. Sprocket202 has a toothed profile. However, since the alternator-starteroperation is in not dependent on engine timing, sprocket 202 may alsocomprise any other belt profile including multi-ribbed and v-belt, solong as it is compatible with belt 480. Idler pulley 203 is locatedbetween camshaft sprocket 50 and sprocket 202. Belt 480 is substantiallysimilar to belt 48, but for the difference in length to accommodate theaddition of sprocket 202 and idler pulley 203. The flexible linkcomprising synchronous power transmission belt 480 may also comprisechain.

In another embodiment, the case of alternator-starter 201 is integratedinto frame 640 at mounting point 200. The case of alternator-starter 201is cast or machined as an integral part of frame 640 at mounting point200. The parts of alternator-starter 201 including the rotor (not shown)are then assembled into the case in the same manner as ifalternator-starter 201 was an independent component. This embodimentfurther increases the structural integrity of the overall module byeliminating the mechanical joint and attendant fasteners otherwise usedto fasten the alternator-starter to mounting point 200. This method offabricating the component case as an integral part of the drive moduleframe may also be applied to any of the other accessory components thatare attached to the frame including the power assisted steering pump 16,fuel injection pump 301, and air conditioning compressor 14.

In any of the foregoing embodiments alternator-starter 201 is used intwo modes. In the first mode, the alternator-starter operates simply asan alternator providing power to various engine electrical componentswhile engine 10 is operating.

In a second mode, alternator-starter 201 operates as a starter. In thissecond mode engine 10 started in a normal fashion. However, it also canbe stopped when it might otherwise operate at idle while consuming fueland emitting exhaust gases, for example at a stoplight. Then, when it isnecessary to start the vehicle, a power source such as a 12V or 42Vbattery provides power to alternator-starter 201 for operation as astarter motor. By way of example, in response to a throttle inputalternator-starter 201 is energized causing belt 480 to be driven byalternator-starter 201, thereby driving the entrained components andturning over engine 10, causing engine 10 to start. Once engine 10 isrunning, the alternator function is resumed. Unlike the prior art,combining alternator-starter 201 in a single component allows theseotherwise separate components to be utilized at a single functionallocation on the engine. This eliminates the need for a separate starter,usually located on another portion of engine 10 adjacent to a flexplateor flywheel.

Omitting the starter and incorporating the alternator-starter on frame640 also significantly reduces the materials cost by eliminating aseparate starter and the assembly steps associated with installing thestarter. It also removes installation of the starter from the enginecritical assembly path, since it is then incorporated with the drivemodule assembly as described herein.

FIG. 15 depicts another alternate embodiment including a fuel injectionpump component. In this embodiment fuel injection pump 301 is mounted toframe 6400 at location 300. Except for the additional fuel injectionpump mounting portion, frame 6400 is substantially similar to frame 64.Fuel injection pump 301 is driven by synchronous power transmission belt4800. Belt 4800 engages fuel injection pump sprocket 302.

In the case of compression ignition engines using traditional rotary orin-line injection pumps correct fuel injection pump operation isdependant upon engine timing requiring the use of a synchronous belt. Inthe case of a spark ignition engine or a compression ignition enginefitted with a common rail type fuel injection system correct fuel pumpoperation may or may not be dependant upon engine timing. In those caseswhere correct function does not depend upon a synchronous relationshipto the crank rotation, sprocket 302 may run on the back (not shown) ofbelt 4800 which may be any other belt profile including v-ribbed ormulti-ribbed and V-belt.

Sprocket 302 has a toothed profile. Idler pulley 303 is located betweencamshaft sprocket 50 and sprocket 302. Except for the difference inlength to accommodate the addition of sprocket 302 and idler pulley 303,belt 4800 is substantially similar to belt 48.

Again, this arrangement eliminates the need to separately place fuelinjection pump 301 at another location on engine 10. It also eliminatesa separate step to install the fuel injection pump independently of themodule. This significantly simplifies overall engine assembly byallowing fuel injection pump 301 to be pre-assembled to the frame 6400before frame 6400 is connected to engine 10.

Referring to FIG. 16, sprocket 202 is mounted to shaft 205. Shaft seal306 prevents contaminants from entering frame 640 along shaft 205.Alternator-starter 201 is attached to frame 640 using fasteners 310, 311before frame 640 is connected to engine 10 as described elsewhere inthis specification. No other structural connections are required betweenalternator-starter 201 and engine 10. Frame 640 fully supportsalternator-starter 201. However, if required, fasteners fromalternator-starter 201 to engine 10 other than from frame 64 may beadded to further stiffen the assembly.

Referring to FIG. 17, fuel injection pump 301 is connected to frame 6400at frame boss 6401 using fasteners 306. Pump 301 is connected to frame6400 before frame 6400 is connected to engine 10. Sprocket 302 ismounted to shaft 305 with fasteners 304. No other structural connectionsare required between fuel injection pump 301 and engine 10. Frame 6400fully supports fuel injection pump 301. A fuel line (not shown) runsfrom the fuel tank to the pump and from the pump to each cylinder (notshown) as may be required by a user. However, if required, fastenersfrom the fuel injection pump to engine 10 other than from frame 64 maybe added to further stiffen the assembly.

FIG. 18 depicts reservoir 400 attached to a side of frame 64. Reservoir400 may be attached to frame 64 using threaded fasteners as well asstraps or clips (not shown). Tubes 401 comprise a supply and returnfluid path between reservoir 400 and power steering pump 16.

In another alternate embodiment, reservoir 400 may be an integral partof frame 64. During fabrication of frame 64, a cavity (not shown) ismade in frame 64 for containing power steering fluid.

FIG. 19 depicts a perspective view of a lifting frame. A lifting frameis used to lift and otherwise manipulate the drive module during theengine assembly process. Lifting fame 600 includes body 601. Plate 602is attached to body 601. Plate 602 includes holes 604 and 605 forengaging rods 606, 607 on frame 64. Fixture 603 includes a circular formfor engaging a drive-wheel.

In use, lifting frame 600 is first engaged with a crankshaftdrive-wheel. Next plate 602 is lifted slightly onto body 601 to allowholes 604 and 605 to engage rods 606 and 607 on motor mounting bracket120, see FIG. 7. Lifting frame 600 is now properly engaged to lift frame64 for the assembly process. Frame 600 is removable once assembly iscomplete.

Referring to FIG. 20, alignment frame 700 includes mounting bracket 701by which frame 700 is removably attached to an engine. Frame 700 alsoincludes guides 702 and 703 through which rods 704 and 705 are slidinglyengaged. Rods 704 and 705 are moveable axially along a majorlongitudinal axis through guides 702, 703. Ends 706 and 707 of rods 705and 704 respectively engage corresponding holes 708 and 709 in frame 64.

The assembly process generally includes attaching a drive module to anengine block as part of engine assembly. During operation, an engineblock having rotating components develops useable power. The drivemodule described herein is self-contained and is attached to the engineblock. The module receives a portion of the usable power developed bythe engine block during operation, generally from a connection to thecrankshaft as is more fully described herein. Utilizing a portion of theusable power received from the block, or crankshaft in particular, themodule provides such forms of power to the engine as may be required bythe engine for operation. This includes electrical power generated by acomponent on the module as more fully described herein for electricalsystems. It also may include fluid power generated by a component on themodule for fluid driven systems, such as power steering and as morefully described herein. The fluid power fluid may comprise anincompressible fluid such as water, hydraulic fluid or power steeringfluid. It may also comprise a compressible fluid such as air or othercompressible gas. The module may also provide mechanical power fordriving cooperating engine rotating components, such as mechanicallyconnecting a crankshaft to a camshaft or camshafts, or to such otheraccessories using a flexible link as more fully described herein.

The module installation process includes attaching frame 700 to anengine. Attachment may be accomplished by use of fasteners or byconnection to any form of mounting point or fixture on the engine forreceiving frame 700. Rods 704 and 705 are then extended to receive frame64. Frame 64 is manipulated using lifting frame 600 attached to themotor mounting bracket 120 as shown and described in FIG. 19. Frame 64is then engaged to rod ends 706, 707 using holes 708, 709 respectively.Frame 64 is then pushed into engagement with an engine front by slidingrods 704, 705 through guides 703, 702 respectively. Rods 704, 705 andholes 703, 702 are set in predetermined positions in order to assureproper alignment of frame 64 with the engine and its components,including the camshaft(s) and crankshaft as described elsewhere in thisspecification. Frame 64 mounting position is further determined from anengine datum plane A—A to assure proper relationship of the components.

Once frame 64 is in proper position on the engine, lifting frame 600 isremoved. Frame 64 is supported by alignment frame rods 704, 705 at thisstep in the process. Threaded fasteners are then screwed into the enginethrough frame 64. Once frame 64 is fastened to the engine, rods 704, 705are retracted from holes 708, 709 and frame 700 is remove from theengine. A fastening device such as a rotary bolt driver may be used tosecure the fasteners into the engine. The rotary bolt driver also mayengage an end of each rod 706, 707 to assure proper and quick alignmentwith the fasteners during the assembly process. The drive-wheels arethen fastened to their respective shafts as described elsewhere in thisspecification.

FIG. 21 is a front elevation view of an engine having a drive torquecontrol link. Mounting bracket 801 is attached to frame 64. Mountingbracket 802 is attached to a vehicle frame 805. Torque link 803 isconnected between mounting brackets 801 and 802 using fasteners 804.Fasteners 804 may also comprise rubber bushings (not shown) to reduceengine vibrations that may be otherwise transmitted to the vehicle frame805 through torque link 803. Mounting bracket 801 is preferably locatedon frame 64 so as to maximize the distance between mounting bracket 801and engine mount 800 so that the engine torque is reacted at as great adistance as possible from the engine mount 800. However, the position ofmounting brackets 801, 802 may be varied in order to accommodate designrequires for a given vehicle configuration.

FIG. 22 is a side cross-sectional view of an alternate embodimentincluding an oil gallery. Module frame 64 is shown mounted to the frontof engine 10, which includes cylinder head 900 attached to block 904. Aportion of frame 64 includes a gallery 902. Gallery 902 provides a fluidconnection and passage between the cylinder head and the engine block,for example, to an oil pan attached to the block (not shown). Oil pumpedto the cylinder head by the oil pump (not shown) flows through head 900to the head drain 901. Head drain 901 is connected to gallery 902. Oilflows though gallery 902 to block intake aperture 903. The oil thenflows to such portions of the engine as may be connected to the blockintake aperture 903. Gallery 902 is sealed to the cylinder head andblock to prevent leaks.

FIG. 23 is a front view of an oil gallery. Gallery 902 is shown having aintake area 906 and drain area 907. However, it is also possible for afluid to enter gallery 902 at area 907 and exit from area 906 dependingon the needs of a user. Gasket 905 seals gallery 902 to prevent leakageof the fluid from gallery 902. The form of gallery 902 shown in FIG. 23is offered by way of example and not of limitation since it is possibleto design gallery 902 to have any shape necessary to accommodate a fluidflow between and among various engine components.

Gallery 902 may also serve as an air passage to provide enhanced coolingto the engine and module. In this embodiment, the air gallery allows airto circulate between the module frame and the engine. The gallery allowsair to enter from ambient conditions from the module base. The aircirculates by convection and exhausts from an outlet (not shown) locatedon top of the module.

A forced air flow system could also be used to provide a cooling airflow through module gallery 902. In this embodiment, air is forcedthrough the gallery by an airpump or compressor at a rate sufficient toeffect cooling of the frame. The gallery configuration is arranged toallow air flow coverage across the module frame sufficient to cool theframe. The gallery may also comprise cooling fins for exposing a maximumsurface area to the cooling air flow.

In yet another embodiment gallery 902 is expanded in size to establishan air gap between frame 64 and the engine to which it is attached. Thisair filled region acts to insulate the frame and the belts it containsfrom engine heat. Reduction of the module temperature using aninsulating layer of air has the effect of increasing the operating lifeof the belts.

The foregoing description and illustrative embodiments of the presentinvention have been shown on the drawings and described in detail invarying modifications and alternative embodiments. It should beunderstood, however, that the foregoing description of the invention isexemplary only, and that the scope of the invention is to be limitedonly to the claims as interpreted in view of the prior art. Moreover,the invention illustratively disclosed herein suitably may be practicedin the absence of any element which is not specifically disclosedherein.

1. An internal combustion engine drive module comprising: a drive moduleframe adapted for mounting upon an internal combustion engine, asynchronous drive releasably mounted upon said frame and adapted formechanical communication between a camshaft of said internal combustionengine and a crankshaft of said internal combustion engine, and aportion of an internal combustion engine accessory drive releasablymounted upon said frame, said accessory drive adapted to transmit powerbetween an internal combustion engine accessory and said crankshaft ofsaid internal combustion engine.
 2. The drive module of claim 1 furthercomprising: said engine accessory mounted upon said drive module frame,a drive-wheel mounted upon a shaft of said engine accessory, and saiddrive-wheel being in mechanical communication with said internalcombustion engine accessory drive.
 3. An internal combustion enginedrive module comprising: a drive module frame adapted for mounting uponan internal combustion engine, a synchronous drive, including a camshaftsprocket, a crankshaft drive-wheel, and a flexible link powertransmission member spanning between said camshaft sprocket and saidcrankshaft drive-wheel, wherein said camshaft sprocket and saidcrankshaft drive-wheel are each rotatably mounted upon said drive moduleframe, said camshaft sprocket being adapted to matingly engage acamshaft of an internal combustion engine, and said crankshaft sprocketadapted to matingly engage a crankshaft of said internal combustionengine, and an internal combustion engine accessory drive mounted uponsaid frame and adapted to transmit power between an internal combustionengine accessory and said crankshaft of said internal combustion engine.4. A method of assembling an engine comprising: providing a drive moduleframe; attaching a removable alignment frame having at least oneextendable rod to an engine; extending said extendable rod therebyengaging a receiving hole on said drive module frame; moving said drivemodule frame by a sliding movement of said rod into aligned engagementwith said engine; connecting said drive module frame to said engineusing a fastener; connecting a drive module frame drive-wheel to adrive-wheel shaft; and removing said removable alignment frame.
 5. Themethod as in claim 4 further comprising: engaging a fastening machinesimultaneously with a drive module frame fastener and said extendablerod.
 6. The method as in claim 5 further comprising: connecting saiddrive module frame to said engine using a threaded fastener.
 7. Themethod as in claim 4 further comprising: moving said drive module frameto engagement with said rod using a removable lift frame.
 8. The methodas in claim 4 further comprising: connecting a drive module framedrive-wheel to an engine camshaft.
 9. The method as in claim 4 furthercomprising: removing an alignment clip from a drive module framedrive-wheel.